Locomotive-driver brake



(No Model.)

G. A. BOYDEN. LOGOMOTIVE DRIVER BRAKE.

Patented May 28, 1889.

Inveviaor: Georga/q 9A1; Jlairng Wtinessesi .Eoyden.

R. PETERS. PMio-Uflwgnpher, Wismngion. D. C.

- UNITED STATES PATENT OFFICE.

GEORGE A. BOYDEN, OF BALTIMORE, MARYLAND, ASSIGNOR TO THE BOY- DENPOYVER BRAKE COMPANY OF BALTIMORE CITY, OF MARYLAND.

LOCOMOTIV'E-IDRIVER BRAKE.

SPECIFICATION forming part of Letters Patent No. 404,339, dated May 28,1889.

Application filed January '7, 1889. Serial No. 295,625. (No model.)

To all whom it may concern:

Be it known that I, GEORGE A. BOYDEN, a citizen of the United States,residing at Baltimore, in. the State of Maryland, have invented certainnew and useful Improvements in L0- comotive-Driver Brakes; andI dodeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains I0 to make and use the same, reference being had to theaccompanying drawings, and to the letters and figures of referencemarked thereon, which form a part of this specification.

My invention relates to improvements in the driver-brakes of that classof locomotives known as the consolidated type; and it consists of suchcombination, arrangement, and operation of the various parts that thebrake mechanism will be so self-adjusting as to accommodate itself toany intermobility of the locomotive, and thus under all conditions applyan equal brake force to each driverwheel thereof, all of which Iaccomplish by the devices hereinafter fully described and claimed,reference being had to the accompanying drawings, in which Figure 1 is aside. elevation in full of the device, showing the manner of attachingto the locomotive and applying the brake-power 0 to the drivers thereof.Fig. 2 .is a view in full looking down on the brake'beams and rods. Fig.3 is a detailed view of the adjusting mechanism, shown somewhatenlarged.

The same figures refer to the same or simi- 5 lar parts throughout theseveral views.

The figure at denotes a locomotive that is provided with the drivers 5 55, to which the brakes are to be applied. Secured to the engine-frame 8are the cylinders 9, one of which .|o is placed 011 each side of thelocomotive, with their axes horizontal, each of these cylinders beingprovided with a piston and piston-rod, 10, by which the power from theboiler or from the air-tank may be transmitted to the brake mechanism,the pressure beingadmitted through the engineers valve to the back ofthe pistons, which will be pushed outward to the position shown in Fig.1, and the brakes will be applied, the weights of the various partsserving by gravity to move the pistons back and release the brakes whenthe pressure is released from the piston.

In traveling over a rough and uneven railroad-track there is always acertain amount of undesired intermobility between the parts of thelocomotive. This is particularly manifest in the relative movementbetween the driver-centers, and unless some provision be made by whichthe brake-shoes will accommodate themselves to this difference ofmovement of the driver-centers an unequal brakepower will be applied bythe different brakeshoes. With this in view the following appliances areemployed whereby an equal brake-power will be applied to. each brakeshoeand the power will be equally distributed to all the drivers of theengine and any unequal strain upon the parts thereof avoided.

Suspended from the frame 8 on each side of the locomotive and in frontof the drivers are the links 11, which'are free to be vibrated on theirpivots 12, each of these links having fulcrumed thereto the brakehead13, the shoe 14 of which will be brought in contact with or releasedfrom the tire of the driver 7 by the vibration of the said link. Pivotedto the free ends of the links 1.1 are the ends 15 of the beams 16,whereby the shoes that are opposite one to the other are connected.Placed on top of these beams and secured 8o thereto are thepulling-heads 17, that are made of-some suitable metal and are providedwith an opening therethrough in which may freely move the rod 18, thisrod on one side of the pulling-head being provided with a collar, 19,which serves as'a stop in one direction to the movement of the said rodthrough the pullinghead, the said rod being provided on the other sideof the pulling-head with the adjustable nuts 20, between the under sideof which and go the said pulling-head is placed the spring 21, wherebywhen the said rod 18 is drawn to the left by the movement of thepiston-rod 10 and the intermediate lever, 22, such pressure will beimparted to each beam and its attached link 11 and shoes 14 as is due tothe tension on the spring 21 between the nuts 20 and pulling-head 17,this tension being set at any desired point by the adjustment of thenuts 20,

which for this purpose are threaded to the I0O rods 18, whereby when theshoes are drawn against the tires of the drivers in the manner describedthe elasticity of the springs 21 will permit such free movement to therods 18 that an equal brake-pressure will be applied to each driver ofthe locomotive.

In Fig. 2 there are shown two rods, 18, one being placed on each side ofthe beam 16, this being deemed the best arrangement for the properdistribution of the brake-power. By the employment and arrangement ofthe beams 16 as specified, however, but one rod, 18, may be used, inwhich case the pullinghead will be placed centrally on the beam 16, andthe rod 18 pulling thereon in the manner described will equallydistribute the brakepower to the drivers on each side.

In order that a further adjustment may be provided the rods 18 and theattached parts, the said rods are made in sections that are united bythe right and left nuts 24, by which the relative distances between thedifferent brake-shoes may be increased or diminished, as desired.

Having described my invention and the manner of operating, whatI claim,and desire to secure by United States Letters Patent, is-

1. In a car or locomotive brake, the combination, with the brake-rods18, of the pulling headed beams located behind each set of wheels, theadjustable springs, and the links 11, pivoted to the beam, shoe, andframe, substantially as specified.

2. In a car or locomotive brake, the combination of the suspending-links11, two or more brake-heads, 13, the rod 18, the springs 21, and acylinder and piston to actuate the said rod 18, for the purpose setforth.

3. In a car or locomotive brake, the combination of thesuspending-links11, two or more brake-heads, 13, the rod 18, the springs21, and the pulling-heads 17,in which mayfreely move the said rod 1S,forthe purpose set forth.

4. In a car or locomotive brake, the combination of two or more sets ofbrake-heads arranged to bear against the wheels, the rod 18, connectedto the said brake-heads, and a spring, 21, interposed between the saidrod and the brake-heads, whereby an equal brake-tension will be placedon each brake-shoe, for the purpose set forth.

5. In a car or locomotive brake, the combination of two or morebrake-heads arranged to bear against the wheels, the cross-beams 16,connected to the brake-heads, the rodlS, moving freely on the saidbeams, the spring 21, interposed between thesaid rod and the said beam,and a cylinder and piston for imparting movement to the said rod 18, forthe purpose set forth.

6. In a car or locomotive brake, the combination of two or morebrake-heads, 13, placed relatively on the same side of each wheel andconnected one with the other, and springs 21, located on the saidconnection, whereby an equal brake-pressure will be applied to eachbrake-shoe when forced against the wheels, for'the purpose set forth.

7. In a car or locomotive brake, the combination of two or morebrake-heads, 13, placed relatively on the same side of each wheel andconnected one with the other, springs 21, located in the saidconnection,whereby an equal brake-pressure will be applied to eachbrakeshoe when forced against the wheels, and a cylinder and piston forimparti'n gpower to the said brake-shoes, for the purpose set forth.

8. In a car or locomotive brake, the combination, with the brake-rods18, of the brakebeams secured to said rods directly behind each set ofwheels, the springs 21., mounted on the rods 18 and having bearingsagainst the said beams and the nuts 20, the links pivoted at their endsto the frame of a car or locomotive and to the brake-beams,respectively, and the shoes pivoted to the links between their ends,substantially as specified.

In testimony whereof I afiix my signature in presence of two witnesses.

(.tEORGE A. BOYDEN.

\Vitnesses:

WM. L. BAILIE, JNo. T. MAonoX.

